High output engines



July 2s, 1964 Filed May 26, 1960 `uly 28, 1964 J. B. PLATNER ETAL HIGHOUTPUT ENGINES 5 Sheets-Sheet 2 Filed May 26, 1960 INVENTOR.;A 771727@7'. ,.F. )Ya a re July 28, A1964 J. B. PLATNER ETAL 3,142,289

HIGH OUTPUT ENGINES Filed May 26, 1960 5 SheetsSheet 3 INVENTOR'. )27271.3. ffdzzfef 5647/65 P, More E MMM/w #fray/115K:

July 28, 1964 .1. B. PLATNER ETAL HIGH OUTPUT ENGINES 5 Sheets-Sheet 4Filed May 26, 1960 array/winds".

July 28, 1964 J. B. PLATNER ETAL 3,142,289

HIGH OUTPUT ENGINES Filed May 26, 1960 5 Sheets-Sheet 5 array/VSM?.

United States Patent O 3,142,239 HIGH OUTPUT ENG-EJES John B. Piatner,Detroit, and Charles D. Moore, Birmingham, Mich., assignors to ChryslerCorporation, Highland Park, Mich., a corporation of Delaware Filed May26, 1960, Ser. No. 31,930 16 Claims. (Ci. 12S- 55) This inventionrelates to high output engines for motor driven vehicles. It especiallyrelates to ram induction systems for engines of automotive vehiclesdesigned to provide the cylinders thereof with dynamic charging andadapted to provide such vehicles with unusual performancecharacteristics.

The present application is a continuation-in-part of our copendingapplication Serial No. 657,153 tiled May 6, 1957.

In said copending application Serial No. 657,153 we have described anumber of forms of induction manifolding systems for use in connectionwith engines, for example of the V-type, which systems are provided withlong induction passages or ducts and wherein these systems and thelengths of their induction passages are such as to produce dynamiccharging by harmonic resonant tuning and by mass movement of air(inertia effects) in the cylinders of .the engine over substantially thefull operating range (usually 1200 to 4000 rpm.) of speeds of theengine.

It was also there disclosed that the passage lengths in inches foroptimum results subject to variations in length required by specificdamping effects produced in particular designs, would generally fallwithin the empirical formula where N is the engine speed in revolutionsper minute at which performance is to peak and C is the velocity ofsound in feet per second in air in the intake passages under theatmospheric temperature and pressure conditions at which the engine isto be operated. Moreover, it was there stated that where a plenumchamber feed was used, the passage length obtained above was in mostcases to be considered to be the distance from the valve inlet and theconnection of the passage with the plenum chamber.

We also have disclosed in said copending application a particularlynovel construction utilizing the foregoing effects wherein each cylinderis provided with its own long intake passage between the inlet valve ofsuch cylinder and the source of air-fuel mixture and wherein all theintake passages for the cylinders of each bank of the engine emanatefrom a common air-fuel charge receiving plenum chamber in juxtapositionto the bank of cylinders of the engine opposite to that containing thecylinders it is to be feed. It was also there made apparent that byvarying the design details, the speed range of the engine in whichdynamic charging was to occur could be predetermined and an arrangementbe obtained having for example exceptional torque output in the low andmid speed range or maximum performance in the upper speed range.

The present invention is especially directed to an application of thesefeatures to particular arrangements providing unusual performancecharacteristics, especially high torque, in the medium speed range ofthe engine enabling enough extra boost in power in such range for quickpassing on present-day highways without need of kickdown or passinggears. The intake manifolding of the present invention facilitates theobtaining of this result by packing into the cylinders of the engine anextraordinary amount of fuel-air mixture to secure a sizeable powerincrease as compared to conventional systems.

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The effect obtained is one superior to normal aspiration and without thecomplication of costly mechanisms essential to supercharging. Theincrease in torque is particularly noticeable in the speed range of 2000and 3800 r.p.m. with a peak boost at 2800 r.p.m. It enables an increasein torque or hosepower of 10% and more.

The induction system of the present invention moreover provides thisimpressive acceleration at highway speeds while also providing smoothlow speed operation and by a construction precluding the mechanicaldiiiiculties normally associated with supercharger fuel induction andother high performance equipment. Furthermore it provides effective ramtuning at full throttle so that part throttle operation and economy maygo unchanged from that of a conventional engine.

The foregoing combination of results is obtained by an induction systememploying two outboard mounted multi-barrel carburetors, preferably offour barrels each but which may be of the dual type, in connection witha V-8 engine. In such arrangement each carburetor is positionedlaterally outwardly beyond the cylinder head of the bank of cylinderswhich is opposite to that which it is to feed, and in a plane above thesame. Each carburetor connects with a main plenum or distributionchamber generally immediately below such carburetor and this chamber inturn connects by separate long induction pipes, passages, ducts orconduits with the respective intake passages of the bank of cylinders itis to feed, forming therewith ram air resonator tubes or passages. Theplenum chambers feeding such conduits are preferred to be of such shapeand dimension as not to upset the free resonant condition in the pipes.The carburetor at the left bank of the engine in such an arrangementfeeds the right bank of cylinders and that at the right bank feeds theleft bank of cylinders.

A feature of the construction is that each conduit is separate from itsneighbor and to obtain maximum induction effects each extends from itsassociated plenum chamber in a continuous smooth sweeping and loopingcurve over the bank of cylinders not containing the cylinder it is toserve, to the inlet passage of the cylinder of the bank it is to feed.Moreover, the plenum chambers serving the two banks of cylinders areinterconnected by an equalizer or balancing tube to further facilitatethe new result.

The principal object of the invention is therefore to provide an engineof the opposed cylinder type with an intake system providing unusualperformance characteristics and capable of providing when desired, hightorque output in the medium speed range of the engine enabling quickpassing of a vehicle on the highway without resorting to kickdown orpassing gears.

Another object is to provide a V-type engine with a long branchinduction system having a pair of carburetorfed plenum chambers eachoutwardly of and in juxtaposition to and in a plane over one of thebanks of cylinders and each connecting by individual long sweepingconduits extending over the bank to which its plenum chamber is injuxtaposition with the intake passages of the cylinders of the oppositebank and which pair of plenum chambers are interconnected by a balancetube.

A further object is to provide an intake system for a V engine as in theprevious objects wherein each of the pairs of plenum chambers has anexhaust gas heated hot spot and wherein the plenum feeding the cylindersof one bank of the engine has its hot spo't heated by the exhaust gasesof all of the cylinders of the bank which it does not feed and whichbank is in juxtaposition to this plenum chamber and similarly the hotspot of the other plenum chamber is heated by the exhaust gases of allof the cylinders of the bank of cylinders it does not feed.

A further object is to provide a hot spot heating arrangement as in theprevious object wherein an exhaust gas flow restriction is provided inthe conduit means leading to the hot spot to control heating of the sameand wherein the arrangement may also provide for return of the exhaustgases from the hot spot to the exhaust pipe of the engine in a manner toprevent overheating of the hot spot by exhaust gas when the engine is upto temperature.

Other objects and advantages of our invention will appear from thefollowing description and from the drawings wherein:

FIGURE 1 is an end elevation partially in section of a V-engine to whichthe novel intake and exhaust system of our invention has been appliedand which is viewed from the front or fan end of the engine.

FIGURE 2 is a plan view, partially schematic, showing the intakemanifolding of FGURE 1 as applied to a V-8 engine and designed toprovide dynamic charging of the intake system by harmonic resonanttuning and inertia effects, the long branch manifold illustrated beingarranged with plenum chambers adapted for multi-barrel carburetorfeeding;

FIGURE 3 is an enlarged fragmentary sectional plan view of the plenumchamber of one of the manifold scctions of FIGURES 1 and 2 and which istaken at 3-3 of the left hand bank of the engine of FIGURE 1, this viewespecially showing the individual inlets thereto from the intakeconduits;

FIGURE 4 is an enlarged fragmentary sectional plan view taken at 4-4 ofthe left hand bank carburetor of FIGURE 1 showing the paired primary andpaired secondary throttle blades of the four-barrel carburetor thereshown;

FIGURE 5 is a plan view partially schematic, similar to that of FIGURE 2but showing the carburetor throttle operating linkage and operatortherefor;

FIGURE 6 is an enlarged elevational view of a portion of the carburetorthrottle linkage showing the manner of interconnecting the primary andsecondary throttle blade shafts for timed operation; and

FIGURE 7 is an elevational view partially in section typical of bothbanks of the engine showing the exhaust manifold of the left hand bankand intake hot spot heating system associated therewith for heating thehot spot of the intake system feeding the right hand bank of cylinders.

Referring now to the drawings wherein similar numerals are used todesignate similar parts of the structure, FIGURE 1 shows a cross sectionof a V engine, for example, a V-8 engine to which our invention has beenapplied.

As seen in FIGURE 1, the engine has two banks 9 and 9a of cylinders 10each arranged at a suitable angle to the vertical and forming forexample an angle of 90 to each other in the cylinder block 11. Securedto the block 11 are left and right cylinder heads 12 and 12arespectively, provided with suitably shaped combustion chambers 13preferably of the wedge type, immediately above each cylinder 10. Itwill be understood that combustion chambers of other shapes may be used,for example, a hemispherical-type chamber.

The cylinders of each bank are preferably aligned longitudinally of theengine as schematically illustrated in FIGURE 2, with the cylinders ofthe opposite banks offset longitudinally relative to each other. Forconvenience of reference, the cylinders of the left hand cylinder bankwhich is to the left looking forwardly from the ilywheel end of theengine are numbered l, 3, 5, and 7 starting such numbering at theopposite or fan end of the engine and those of the right hand bank arenumbered 2, 4, 6, and 8 respectively, these numerals appearinginternally of 'the cylinder representations in FIGURES 2 and 5.

Each cylinder is provided with a piston 14, recipro` cable therein andoperably connected to a crankshaft 15 CII through a connecting rod 16and wrist pin 17. Crankshaft 1S may be of any type but will preferablybe of the type wherein double crank throws are arranged at 90 to eachother, the first connecting with the pistons of cylinders 1 and 2, thesecond with the pistons of cylinders 3 and 4, the third with the pistonsof cylinders 5 and 6, and the fourth with the pistons of cylinders 7 and8. Alternatively the second and third throws may be interchanged suchthat the second throw is 270 of crank rotation from the first throwcounting clockwise looking at the flywheel end of the engine whereas inthe first described arrangement the second throw is only 90 of crankrotation from the first. Crankshafts of this type are described in ourPatent 2,766,743 and shown in FIG- URES 6, 7, 8, and 9 thereof whichdisclosure is incorporated herein by reference.

Various firing orders are obviously possible for the two described crankarrangements, an example of that for the first being 1-ti-436-572 and anexample for that for the second being 1-8-6-5-4-3-7-2, these tiringorders providing alternate suctions between opposite banks of cylindersexcept for two cylinders of each bank which fire successively, to wit,the cylinders 8 and 4 and 5 and 7 in the first crank arrangement and thecylinders 8 and 6 and cylinders 3 and 7 of the alternative crankarrangement.

The combustion chambers or cavities 13 of the cylinders 10, are bypreference each provided with a single inlet opening or port 20, closedby an inlet valve 22, and with a single smaller exhaust outlet or port24 closed by an exhaust valve 26, these ports and valves as seen inFIGURE 2 being preferably arranged in line longitudinally of the enginewith the inlet ports of cylinders 1 and 3, 5 and 7, 2 and 4 and 6 and 8in juxtaposition. It will be understood, however, that other valvearrangements may be used, for example, those in our copendingapplication Serial No. 657,153 wherein the intake and exhaust valves ofeach cylinder are arranged transversely of 'the longitudinal axis of theengine. By preference each combustion chamber has a single sparkingmeans 27 projecting therein which, as seen in FIGURES 1 and 2 forexample, is preferably located intermediate the valves 22 and 26 in thewall of the chamber at the outer side of the bank where it is readilyaccessible for service.

The inlet and exhaust valves of both banks of the engine are preferablyoperable from a single camshaft 28 located above the crankshaft 15, thecamshaft preferably actuating hydraulic tappets 30 and thereby the pushrods 32 and 34 respectively, and inlet valve rocker arms 36, and exhaustvalve rocker arms 38 of the inlet and exhaust valves mechanismrespectively, which in turn actuate the normally spring 4u held closedvalves 22 and 26.

By preference, the camshaft 28 is arranged to open the respective inletvalves 22 before top dead center position of the piston and to close thesame sufficiently after bottom dead center position of the piston totake advantage of the additional charging influence of the ram intakepipes and obtain optimum charging. For example, for a pipe length ofabove 30 inches, the intake opening will preferably occur about 20before top dead center and the intake closing will occur about 68 afterbottom dead center. This will vary with the pipe length.

Opening and closing of the exhaust valves should be selected to provideoptimum blow down and scavenging of the cylinders. Thus in the aboveexample opening of the exhaust valve about 60 before bottom dead centerposition of the piston and closing about 28 after top dead centerposition will provide optimum outputs in the engine.

W As seen in FIGURES 1 and 2, the inlet opening 20 and the inlet valves22 for each cylinder arc located at the inner terminus of intake orinduction passages or conduits in the heads designated by the numeral 42in the head 12 and 42a in the head 12a. These passages have outerterminal apertures 44 and 44a respectively in the inner side faces 456and 46a respectively of the heads 12 and 12a where they connect withassociated passages of an intake manifold generally designated by thenumeral 48 (FIGURE 2). The mainfold 48 preferably comprises twosubstantially identical separable interlaced elongated sections 50 andStia respectively, fed by suitable carburetor sources 52 and 52a of airand fuel. Section Sti is supported by its mounting flange 47 at theinner side 46 of the left bank and section 50a by its mounting iiange47a at the inner side @da of the right bank by bolts I. In order topermit interlacing assembly of the units Si), 50a, a central portion 49of the mounting flange i7 of unit 50 is made removable and may besecured in position by the bolts 51 after the units 50 and 50a are inplace.

The section 50 directs a charge from its source 52 at the right handbank 9a of the engine to the cylinders 1, 3, 5 and 7 of the oppositeleft hand bank 9 and the section 50a feeds the cylinders 3, 4, 6, and 3of the right hand bank 9a from its source 52a.

The intake manifold sections 50 and Stia are each preferably providedwith relatively compact but sizeable distribution boxes or plenumchambers 54 and 54a respectively, positioned outwardly of the heads 9aand 9 of the engine for receiving air-fuel mixture from the carburetorsources 52 and 52a respectively. These plenum chambers 54 and 54arespectively connect by groups of separate elongated tunable pipes,ducts, passages or conduits preferably of generally rectangular crosssection and of generally similar size and shape to the intake passagesi2 and 42a respectively of the cylinder head 12 and 12a, there beingfour such conduits in each group, as shown in FIGURE 2, for servicing an8-cylinder Vrengine.

Thus the plenum chamber 54 located laterally outside of the right handbank 9a of cylinders connects by conduits 56, 58, 60, and 62 with theentrance apertures 44 of the left hand bank 9 of cylinders l, 3, 5, and7 while the plenum chamber 54a located laterally outside of the lefthand bank 9 of the engine connects by conduits 56a, 58a, 69a, and 62awith the entrance apertures 44a of the intake passages of the right handbank 9a of cylinders 2, 4, 6, and 8.

The plenum chambers 54, 54a will preferably be of such dimension andvolume as to provide air feed to the tunable conduits without upsettingthe free resonant condition in these conduits. Stated otherwise, theplenum chambers will be of sucient size and Width as to have a minimumeffect upon the overall resonant frequency of the induction systems. Forexample, it has been found by test that optimum results of thischaracter can usually be obtained when the distance from the end of theconduit to the nearest opposite wall of the chamber is at least about11/2 to 21/2 times the diameter of a round conduit of equivalentsection. Moreover, the walls of the chamber should preferably notintrude upon the resonating edges of the conduits.

As particularly evident in FIGURES 1 and 3, the chamber 54a is ofsubstantially generally rectangular or oval shape. The depth of thechamber is substantially the depth of the tunable cross conduits 56a,53a, 69a, and 62a, each of which opens into the chamber 54a byindependent apertures 66a, 68a, 70a, and 72a respectively. Theseapertures are preferably in the same vertical plane as are the crossconduits aforesaid as will be evident from FIGURE 1. It will be notedthat each aperture is located on the same inner side 74a of the chamber54a. This feature operates Vto prevent a clash between suction impulsesof the different cylinders of the opposite bank fed by this chamber. Itwill also be noted that the floor 76a of the chamber preferably forms acontinuous level with the floors of the conduits 56a, 58a, 60a, and 62a.A

The plenum chamber 54 and the connections thereto of the conduits 56,58, 60, and 62 will be of the same character as that described withrespect to the plenum chamber 54a and its cross conduits. The crossconduits 56, 53, 6i), and 62 of the section Sti opens into the plenumchamber 54 by similar apertures 66, 68, 70, and 72.

As also seen in FIGURE 1, each plenum chamber 54 and 54a is providedwith a heat stove or hot spot chamber designated 78 and 78a respectivelyfor heating the floors 76 and 76a respectively of the chambers 54 and54a.

The cross conduits of each of the sections 5i) and 50a, as evident fromFIGURE 2, are in the interest of simplified interlacing, preferablyarranged such that the conduits of each section are paired. Moreover,although these paired conduits may be independent of each other, theymay have, as shown, a common parting wall. Thus the section 59 has itsconduits 56 and 58 paired and its conduits 60 and 62 paired while thesection 50a has its conduits 56a and 58a paired and its conduits 60a and62a paired. It Will also be observed from FIGURE 2 that these pairedconduits extend smoothly with sweeping curves of somewhat undulatedpattern from their respective plenum chambers to the cylinder heads withwhich they connect and that the cross conduits 60 and 62 of the sectionSti lie intermediate in FIGURE 2 the paired conduits 56a, 58a of thesection Stia and the paired conduits 60a and 62a of this section.Moreover, the paired conduits 66a and 62a of the section Stia lieintermediate the paired conduits 6i) and 62 of the section Sii and thepaired conduits 56 and 58 of the same section.

Referring now to FIGURE l, it will be further evident that the crossconduits of each of the sections 5t) and Stia are of similar shape inelevation transversely of the engine and in the same general plane. Astypified by the cross conduit 62a shown in section in this view, it willbe seen that it and its companion conduits of the section Stiaconnecting the plenum chamber 54@ with the intake passages 44a of thehead 12a sweep smoothly upwardly from their respective apertures in thechamber 54a and loop over the head 12 of the cylinder bank 9 of theengine and in relatively close proximity thereto in a smooth curve andthen extend laterally downwardly in a relatively straight line atsubstantially the same angle as the intake passages 42a of the cylinderbank 9a to connect with the apertures 46a of these passages in the innerface 46a of the cylinder head 12a. Manifestly, the curvature describedwith respect to the conduits of the section 56a likewise apply to theconduits of the section 50.

It will be evident that by this arrangement the central portion of thesections 5t) and 50a are humped above the cylinder heads 12 and 12a andtheir respective valve mechanism covers while their conduit ends arebelow the cylinder head covers, the latter facilitating a lowering ofthe carburetors S2 and 52a. With such an arrangement it is possible toobtain a low silhouette or hood level for the engine while at the sametime obtaining the proper length of conduits facilitating resonanttuning of a character to provide the desired engine performancecharacteristics and an overall transverse width to lit into a vehiclecompartment.

The plenum chambers 54 and 54a are each provided with upper mountingpads upon which to mount either a carburetor source of air and fuelmixture 52a which in the illustrated embodiment in the drawings is shownto be a four-barrel downdraft carburetor of the Carter AFB type having abuilt-in throttle control and venturi. When the manifold system is to beused with fuel injection, this unit 52a will be replaced by an airfilter and intake provided with a similar throttle control and the samemay be of a single or multiple barrel character. Moreover, in such caseseach of the conduits will be provided with suitable fuel injectionnozzles` 79 fed as described in our prior Patent 2,791,205.

The carburetor mounting face 80 of each of the plenum chambers 54 and54a will be provided with suitable vertical h:'ip'ertures or riserscoinciding with the corresponding barrels or throats of the carburetoror air source feeding the same. Each of the carburetors 52 and 52a, as

evident from FIGURES 1, 4, and 5, has a pair of primary barrels 82 and84 and a pair of secondary barrels or throats 86 and 8S which coincidewith relatively short similar pairs of risers 83, 8S, and 87, 89 in thecarburetor mounting face or pad 80 of the plenum chambers 54 and 54arespectively.

The primary barrels and risers are preferably located as seen in FIGURES2, 3, and on the side of the plenum chambers nearest to the apertures ofthe intake conduits fed by these chambers. This arrangement contributesto better initial feeding of the cylinders as well as more uniformdistribution of the air or air-fuel mixture. Moreover, in order tofurther improve the uniformity of distribution of the air-fuel mixturedelivery of the carburetors to the engine cylinders over the entirespeed range, the plenum chambers are preferably further provided with across over or balancing conduit generally designated by the numeral 90which extends across the engine intermediate the pairs of conduits 60,62, and 60a, 62a as seen in FIGURES 2 and 5. This balance tube 90 servesto lean out the mixture delivered to the cylinders at low speeds of theengine and prevents overenrichment of the cylinders, which might occurbecause of the strong suction pulses of the manifold at low speeds.

In order to facilitate manufacture of intake sections 5t) and 50a of thesame construction and provide for the balance tube structure 99, theseintake sections are provided with stub connections 92, 92a whichrespectively connect with and open into the plenum chambers 54, 54arespectively. FIGURE 3 shows the stub connection 92a opening into thechamber 54a by an aperture 94a intermediate the conduits 68a and 73a andindependently thereof. A similar stub connection 92 connects with andopens into the chamber 54 in a similar manner by an aperture 94.

The stub connections 92 and 92a curve upwardly respectively from theplenum chambers 54 and 54a following the shaping of the intake conduitsof the sections 50 and 50a associated with such chambers and in a planetherewith. Once above the top portion of the rocker arm covers 93, thesestub portions extend in a generally horizontal plane and are coupledtogether with a straight tubular metal section 95 and short flexiblerubber-like pipe sections 96 by conventional screw-type clamping unionsgenerally designated by the numeral 98 (see FIG- URE 5). These rubbersections 96 permit relative movement between the intake sections duringengine operation.

The exhaust ports 24 and valves 26 are associated with exhaust gaspassages 104 in the cylinder head 12 and passages 104:1 in the cylinderhead 12a, these passages conducting the exhaust gases to a pair ofexhaust manifolds 106 and 106e respectively, secured to the outer facesS and 108er respectively, of the cylinder heads 12 and 12a respectively,as seen in FIGURE l. The left hand bank exhaust manifold 106 includes aheader or runner 110 which connects by side branches 112 with thepassages 104 of the head 12. The right hand bank exhaust manifold 1tl6aincludes a header or ruimer 11th: which connects by side branches 112awith the exhaust passages 16441 of the head 12a of the right handcylinder bank 9a.

As best seen in FIGURE 7 showing the exhaust manifold structure 166er atthe left hand bank and which is typical of that of the right hand bank,each of the exhaust headers 110 and l10n is comprised of two integrallongitudinal runner portions designated by the numerals 114, 116 for theleft hand runner and 11411 and 1160 for the right hand runner. Theseintegral portions extend toward each other and curve downwardly in a Vformation meeting in a common generally central discharge chamber 120controlled by a thermostatically operable heat valve 122 whose blade 124is arranged to move from a closed position (shown) during cold startingof the engine to a full open position when the engine is up totemperature. This chamber has a flanged discharge outlet 126 below thethrottle 124 to which an exhaust pipe 128 connects the latter conveyingthe out moving exhaust gases to a muffler 130 (see FIGURE 1) suitablylocated on the vehicle, It will be understood that the discharge conduitor chamber 129 for either or both of the exhaust manifolds may ifnecessary because of space requirements be located fore and aft of theposition shown in FIGURE 7, adjacent one end thereof. The centralconnection is, however, preferred from the standpoint of power output.

Each of the exhaust runners 110 and l10n is also provided with a lateralconduit outlet designated 132 ahead of the V on one of the sectionsthereof shown as the section 114 of the runner 110, and designated 132:1on the runner 110a which outlets 132, 132a respectively, connect byconduits 134, 134m of generally elbow shape with the hot spots 78a and78 respectively of the plenum chambers 54a and 54 respectviely, as seenin FIGURES 1 and 7. These elbows 134, 134:1 are preferably of reducedsection at the end connecting with the hot spot so as to provide arestriction 136 of suitable size to control the amount of exhaust gaspassing to the hot spot through openings 137 in the runners and preventoverheating of the floors of the plenum chambers. The exhaust gasestlowing to the hot spots 78 and 78a from their respective exhaustheaders 110a, 110 pass therefrom through a discharge opening 139 in thebottom thereof into a conduit 140 which connects downstream of the heatcontrol valve 122 with the exhaust pipe 128, as seen in FIGURES l and 7.

A further feature of the invention is the connection of the dischargeconduit 140 with the exhaust pipe at the outer side 142 of the curvedbend made by this pipe. By placing the connection at this point thevelocity pressure of the discharging exhaust gases when the valve 122 isopen reduces to a minimum any tendency of exhaust gas to flow throughthe hot spot '78 through the pipe 140. In operation, when the engine iscold, the automatic heat valves 122 will be closed and the exhaust gasesin manifold 11Go from cylinders 2, 4, 6, and 8 of the right bank will bedirected through the restricted opening 136 of elbow 134er to the hotspot 78 to heat the air or charge entering the plenum chamber 54 to feedthe cylinders 1, 3, 5, 7 of the left bank. Similarly the exhaust gasesof cylinders 1, 3, 5, and 7 of the left bank will be directed by theindependent exhaust manifold system 106 of the left bank to the hot spot78a to heat the air charge entering the plenum chamber 54a for feedingcylinders 2, 4, 6, and 8. In each instance the exhaust gases afterscrubbing the floors 76, 76a of the plenum chambers will pass from thehot spots through openings 139 into the discharge pipes 140 and thenceto the exhaust pipes 128. When the engine is up to temperature, the heatvalves 122 of each exhaust system will open and the exhaust gases willpass directly to the exhaust pipe 12S through the chamber 120 and onlyminor flow of exhaust gases will take place to the hot spots.

Provision may also be made adjacent the plenum chamber floor heatingchambers 78 and 78a respectively for suitable heating compartments 144(see FIG- URE 7) directly in the path of the hot exhaust gases enteringwith upward movement through the openings 137 which may receive some ofsuch exhaust gases while passing through the chambers 78 and 7 8a toheat thermostats 145 enclosed in heat exchange casings 146 located inthe compartments 144 which thermostats may actuate rods 147 of automaticchoke mechanisms (not shown) of the engine.

The carburetors 52 and 52a are as seen for example in FIGURES 1 and 5,arranged with their throttle blade axes extending longitudinally of theengine. Such positioning is contrary to the conventional carburetorarrangements where these axes are normally at 90 to the longitudinalaxis of the engine. It has a two-fold advantage 9 in the presentinvention. First, as previously described, it enables the positioning ofthe primary barrels of the carburetors on the inner side of the engineimmediately adjacent the connections of the tunable cross conduits ofthe intake manifolds with their respective plenum chambers. Secondly, itfacilitates provision of a simple control linkage arrangement betweenthe carburetors such that both carburetors may be simultaneouslyoperated from the accelerator 150.

Thus as seen in FIGURES and 6, the accelerator pedal connects by asuitable link 152 with a lever 154 on a rocker shaft 156 supported onthe intake manifold section 5). Shaft 156 carries a double-ended lever158, one end of which is connected by a suitable clevis 160 and link 162with the control arm 164 of the primary throttle shaft 166 of thecarburetor 52 while the opposite end of the lever 158 is connected by asimilar clevis 160 and link 162 with the primary throttle control lever168 secured to the primary throttle blade shaft 170 of the carburetor52a. Depression of the accelerator 150 will cause operation of thethrottle levers 164, 168 in a direction to move the primary throttleblades 171 to open position.

As seen in FIGURE 6, such operation will move the lever 164counterclockwise in this figure rotating the shaft 166 to which it isXed in the same direction. Such Will also similarly rotate the pairedthrottle blades 171 and also a lever 172 lixed to the shaft 166 at theopposite side of the carburetor. Lever 172 has a pair of fingers 174,176 at an angle to each other, the latter having a rounded end 178normally engaged with a cam face 180 of a secondary throttle operatinglever 182. The lever 182 is fixed to a shaft 184, rotation of whichoperates the pair of secondary throttle blades 186. Rotatably mounted onshaft 166 is a further lever 188 having a facial projection 196engageable by the finger 174 of lever 172. Lever 188 is interconnectedwith lever 182 by a wire link 192.

It will be observed that rotation of the shaft 166 and lever 172 bylever 164 opens the primary throttle but initially has no effect on thesecondary throttle. Once, however, the finger 174 has moved intoabutting relation with the projection 190 of lever 188, the latter iscaused to rotate counterclockwise and through the link 192 move thelever 182 clockwise and blades 186 of the secondary barrels in a similardirection to open position.

Suitable tension springs (not shown) are associated with levers 164, 168to return the primary throttle 171 to closed position upon release ofthe accelerator 150. In such operation lever 176 will engage the lever182 at the cam face 180 to rotate this lever counterclockwise to returnthe secondary throttle blades 186 to closed position. It will be notedthat the engagement between levers 176 and 182 is such as to permit lostmotion between them once the secondary throttle is closed suchpermitting the primary throttle 171 to return to fully closed positionafter the secondary throtlte is closed.

In order to prevent too rapid a return of the throttles to closedposition, a vacuum type dashpot 200 is preferably provided in thethrottle operating linkage. As seen in FIGURE 5 the dashpot is securedby a bracket 202 to the intake section 50 adjacent one end of lever 158.In such position its operating plunger 204 may abut the lever 158 orclevis 160 in their throttle closing movement and cushion or slow-up thesame.

We claim:

l. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft, cylinder head means on each bank providing a combustionchamber and an inlet opening and passage for each cylinder; intakemanifolding for feeding said cylinders with a combustible chargecomprising a pair of distribution chamber means one positioned laterallyoutwardly beyond each bank and in adjacency thereto and a plurality ofelongated transversely 10 extending passage means, one per cylinder,interconnecting the inlet passage of the cylinder which it is to feedand the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing this cylinder.

2. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft, cylinder head means on each bank providing a combustionchamber and an inlet opening and passage for each cylinder; intakemanifolding for feeding said cylinders with a combustible chargecomprising a pair of distribution chamber means one positioned laterallyoutwardly beyond each bank and in adjacency thereto and a plurality ofelongated transversely extending passage means one per cylinderinterconnecting the inlet passage of the cylinder which it is to feedand the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing this cylinder, thedistance in inches between each cylinder inlet opening and thedistribution means connected therewith measured along the inlet passageand elongated passage means interconnecting each such inlet opening anddistribution means being approximately N i3 where N is the engine speedin revolutions per minute at which performance is to peak and C is thevelocity of sound in feet per second in air in the said passage meansunder the atmospheric temperature and pressure conditions at which theengine is to be operated.

3. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft, cylinder head means on each bank providing a combustionchamber and an inlet opening and passage for each cylinder; intakemanifolding for feeding said cylinders with a combustible chargecomprising a pair of distribution chamber means one positioned laterallyoutwardly beyond each bank and in adjacency thereto and a plurality ofelongated transversely extending passage means one per cylinderinterconnecting the inlet passage of the cylinder which it is to feedand the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing this cylinder, each ofsaid elongated passage means opening into the distribution chamber meanswith which it connects by an independent aperture and no two of saidapertures in a distribution chamber means being opposite to each otherso as to substantially connect with each other if their respectivepassage means were extended into said chamber means in the same generaldirection they have when opening into said chamber.

4. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft, cylinder head means on each bank providing a combustionchamber and an inlet opening and passage for each cylinder; intakemanifolding for feeding said cylinders with a combustible chargecomprising a pair of distribution chamber means one positioned laterallyoutwardly beyond each bank and in adjacency thereto and a plurality ofelongated transversely extending passage means one per cylinderinterconnecting the inlet passage of the cylinder which it is to feedand the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing this cylinder, there beinga single distribution chamber means serving each bank of cylinders, saidchamber means being of substantially rectangular shape when viewed fromabove and all said elongated passage means opening into said chambermeans through a wall portion thereof defining a single side of saidrectangle.

5. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft, cylinder head means on each bank providing a combustionchamber and an inlet opening and passage for each cylinder; intakemanifolding for feeding said cylinders with a combustible chargecomprising a pair of distribution chamber means one positioned laterallyoutwardly beyond each bank and in adjacency thereto, a plurality ofelongated transversely extending passage means one per cylinderinterconnecting the inlet passage of the cylinder which it is to feedand the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing this cylinder, andthrottle controlled means mounted on each distribution chamber meansincluding a primary throttle and a secondary throttle and means forstaging said throttles.

6. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft, cylinder head means on each bank providing a combustionchamber and an inlet opening and passage for each cylinder, intakemanifolding for feeding said cylinders with a combustible chargecomprising a pair of distribution chamber means one positioned inadjacency to each bank and a plurality of elongated transverselyextending passage means one per cylinder interconnecting the inletpassage of the cylinder which it is to feed and the distribution chambermeans of said pair thereof which is in adjacency to the cylinder banknot containing this cylinder, means mounted on each distribution chambermeans for supplying a fluid medium to said chamber, said supply meanshaving a primary feeding throat and a Secondary feeding throat, throttlemeans in each of said throats, means for staging said throttles, saidprimary throat being located on the same side of said chamber as theconnection between said elongated passage means and said chamber andsaid secondary throat being located more remote from said connection.

7. In an engine having two opposite banks of cylinders arrangedangularly about the crankshaft, cylinder head means on each bankproviding a combustion chamber and an inlet opening and passage for eachcylinder; intake manfolding for feeding said cylinders with acombustible charge comprising a pair of distribution chamber means, onepositioned laterally outwardly beyond each bank and in adjacencythereto, a plurality of elongated transversely extending passage means,one per cylinder interconnecting the inlet passage of the cylinder whichit is to feed and the distribution means of said pair thereof which isin adjacency to the cylinder bank not containing this cylinder, amounting pad interconnecting the elongated passage means at each bank,one of said mounting pads having a removable section.

8. In an engine having two opposite banks of cylinders arrangedangularly about the crankshaft, cylinder head means on each bankproviding a combustion chamber and an inlet opening and passage for eachcylinder; intake manfolding for feeding said cylinders with acombustible charge comprising a pair of interlaced sections, each ofsaid sections including a mounting pad mounting it to one of said banks,a distribution chamber means for receiving a uid medium to be fed to thecylinders of said one bank and a plurality of conduits one for eachcylinder of this one bank, interconnecting said distribution chambermeans for feeding this one bank with the inlet passages of this bank,said conduits having a length positioning its connecting distributionchamber means outwardly beyond the bank opposite to that to which thesection is mounted and the mounting pad of one of said sectionscomprising a pair of spaced portions facilitating interlacing of saidsection.

9. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft; cylinder head means on each bank providing a combustionchamber, an inlet opening and passage for each cylinder, an exhaust gasdischarge opening and passage for each cylinder, an exhaust manifoldmounted on each bank into which exhaust gases from all the exhaustdischarge passages of the bank to which it is mounted are directed, eachsaid exhaust manifold having an exhaust gas discharge pipe, intakemanifolding for feeding said cylinders, comprising a pair ofdistribution chamber means positioned in adjacency to each bank and aplurality of elongated transversely extending passage meansinterconnecting the inlet passages of the cylinders which they are tofeed and the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing these cylinders, heatexchange means comprising a heating chamber on each said distributionchamber means, conduit means interconnecting each of said heatingchambers with the exhaust gas manifold of the cylinder bank to which itsassociated distribution chamber means is in adjacency and conduit meansinterconnecting each of said heating chambers with the exhaust manifolddischarge pipe of the same bank.

10. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft; cylinder head means on each bank providing a combustionchamber, an inlet opening and passage for each cylinder, an exhaust gasdischarge opening and passage for each cylinder, an exhaust manifoldmounted on each bank into which exhaust gases from all the exhaustdischarge passages of the bank to which it is mounted are directed, eachsaid exhaust manifold having an exhaust gas discharge pipe, intakemanifolding for feeding said cylinders, comprising a pair ofdistribution chamber means positioned in adjacency t0 each bank and aplurality of elongated transversely extending passage meansinterconnecting the inlet passages of the cylinders which they are tofeed and the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing these cylinders, heatexchange means comprising a heating chamber on each said distributionchamber means, conduit means interconnecting each of said heatingchambers with the exhaust gas manifold of the cylinder bank to which itsassociated distribution chamber means is in adjacency, conduit meansinterconnecting each of said heating chambers with the exhaust manifolddischarge pipe of the same bank, and means forming a uid flowrestriction in said first mentioned conduit means.

11. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft; cylinder head means on each bank providing a combustionchamber, an inlet opening and passage for each cylinder, an exhaust gasdischarge opening and passage for each cylinder, an exhaust manifoldmounted on each bank into which exhaust gases from all the exhaustdischarge passages of the bank to which it is mounted are directed, eachsaid exhaust manifold having an exhaust gas discharge pipe, intakemanifolding for feeding said cylinders, comprising a pair ofdistribution chamber means positioned in adjacency to each bank and aplurality of elongated transversely extending passage meansinterconnecting the inlet passages of the cylinders which they are tofeed and the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing these cylinders, heatexchange means comprising a heating chamber on each said distributionchamber means, conduit means interconnecting each of said heatingchambers with the exhaust gas manifold of the cylinder bank to which itsassociated distribution chamber means is in adjacency and conduit meansinterconnecting each of said heating chambers with the exhaust manifolddischarge pipe of the same bank, said exhaust gas discharge pipe havinga longitudinal curved portion, and said second mentioned conduit meansconnecting with said discharge pipe on the outer side of said curvedportion.

12. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft; cylinder head means on each bank providing a combustionchamber, an inlet opening and passage for each cylinder, an exhaust gasdischarge opening and passage for each cylinder, an exhaust manifoldmounted on each bank into which exhaust gases from all the exhaustdischarge passages of the bank to which it is mounted are directed, eachsaid exhaust manifold having an exhaust gas discharge pipe, intakemanfolding for feeding said cylinders, comprising a pair of distributionchamber means positioned in adjacency to each bank and a plurality ofelongated transversely extending passage means interconnecting the inletpassages of the cylinders which they are to feed and the distributionchamber means of said pair thereof which is in adjacency to the cylinderbank not containing these cylinders, heat exchange means comprising aheating chamber on each said distribution chamber means, con* duit meansinterconnecting each of said heating chambers with the exhaust gasmanifold of the cylinder bank to which its associated distributionchamber means is in adjacency, conduit means interconnecting each ofsaid heating chambers with the exhaust manifold discharge pipe of thesame bank, said exhaust gas discharge pipe having a longitudinal curvedportion, and said second mentioned conduit means connecting with saiddischarge pipe on the outer side of said curved portion, andthermostatically controlled heat valve means in said exhaust dischargepipe between said curved portion and said exhaust manifold.

13. A V engine manifolding comprising a pair of independent sections onefor mounting on each bank, each section including a mounting portionhaving apertures for opening into the intake passages of the cylindersof the bank to which such section is to be secured, a distributionchamber means positiouable in adjacency to the bank opposite that towhich such section is to be secured, and a plurality of elongatedconduits one for each cylinder of the engine bank to which such sectionis to be secured interconnecting said distribution chamber means of suchsection and said apertures, each section also having a stub conduitextending from its distribution chamber means intermediate the elongatedconduits of said sections, and there being a further conduit forresiliently connecting said stub conduits.

14. Intake manifolding as claimed in claim 6 including a double endedlever means pivotally mounted on one of said elongated passage meansintermediate said cylinder banks, an operating lever on each of saidprimary throttle means, linkage connecting said operating levers withopposite ends of said double ended lever means, and accelerator operablemeans for operating said double ended lever means.

15. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft, cylinder head means on each bank providing a combustionchamber and an inlet opening and passage for each cylinder; intakemanifolding for feeding said cylinders with a combustible chargecomprising a pair of distribution chamber means one positioned laterallyoutwardly beyond each bank and in adjacency thereto, said chamber meanseach having a floor wall, a plurality of elongated transversely Erdextending passage means one for each cylinder interconnecting the inletpassage of the cylinder which it is to feed and the distribution chambermeans of said pair thereof which is in adjacency to the cylinder banknot containing this cylinder, carburetor means on each of said chambermeans for delivering a charge of air and fuel to said chamber means,said carburetor means including a choke control, a heating chamber oneach of said distribution chamber means for receiving a fluid medium forheating the door walls of said distribution chamber means and a secondheating chamber above said rst mentioned heating chamber and connectedtherewith for heating thermostatically controlled means receivabletherein for controlling said choke control.

16. In an engine having two banks of cylinders arranged angularly aboutthe crankshaft, cylinder head means on each bank providing a combustionchamber and an inlet opening and passage for each cylinder; intakemanifolding for feeding said cylinders with a combustible chargecomprising a pair of distribution chamber means one positioned laterallyoutwardly beyond each bank and in adjacency thereto, a plurality ofelongated transversely extending passage means, one per cylinder,interconnecting the inlet passage of the cylinder which it is to feedand the distribution chamber means of said pair thereof which is inadjacency to the cylinder bank not containing this cylinder, air intakemeans connecting with each of said distribution chamber means and fuelinjection means for supplying fuel to each of said elongated passagemeans.

References Cited in the file of this patent UNITED STATES PATENTS1,763,726 Timian June 17, 1930 2,002,049 Waseige May 21, 1935 2,014,317Fedden et al. Sept. 10, 1935 2,434,192 Braun Jan. 6, 1948 2,437,724Brown Mar. 16, 1948 2,725,859 Turlay Dec. 6, 1955 2,764,140 Stone Sept.25, 1956 2,865,341 Dolza Dec. 23, 1958 2,896,597 Patrick July 28, 19592,916,027 Chayne et al. Dec. 8, 1959 2,936,746 Rundquist May 17, 19602,963,009 Dolza Dec. 6, 1960 FOREIGN PATENTS 518,518 Great Britain Feb.29, 1940

1. IN AN ENGINE HAVING TWO BANKS OF CYLINDERS ARRANGED ANGULARLY ABOUTTHE CRANKSHAFT, CYLINDER HEAD MEANS ON EACH BANK PROVIDING A COMBUSTIONCHAMBER AND AN INLET OPENING AND PASSAGE FOR EACH CYLINDER; INTAKEMANIFOLDING FOR FEEDING SAID CYLINDERS WITH A COMBUSTIBLE CHARGECOMPRISING A PAIR OF DISTRIBUTION CHAMBER MEANS ONE POSITIONED LATERALLYOUTWARDLY BEYOND EACH BANK AND IN ADJACENCY THERETO AND A PLURALITY OFELONGATED TRANSVERSELY EXTENDING PASSAGE MEANS, ONE PER CYLINDER,INTERCONNECTING THE INLET PASSAGE OF THE CYLINDER WHICH IT IS TO FEEDAND THE DISTRIBUTION CHAMBER MEANS OF SAID PAIR THEREOF WHICH IS INADJACENCY TO THE CYLINDER BANK NOT CONTAINING THIS CYLINDER.